Traction-belt mechanism



June 1 1926.

V. D. WHITE TRACTION BELT MECHANISM F'iled Sept. 9, 1924 3 Sheets-Sheet 1 Invenior: ,irgil .0. p fiiie, y r @1 47 flags.

June 1 1926.

V. D. WHITE TRACTION BELT MECHANISM Filed Sept. 9 193 3 Sheets-Sheet 2 172 120. Wjiiie, by s.

June 1 1926. 1,587,262

v. D. WHITE TRACTION BELT MECHANI SM Filed Sept 9, 1924 3 Sheets-Sheet 3 lnvenovv Virgil. While,

by @4 Flaky/laws.

Patented June I, 1926.

UNITED STATES PATENT OFFICE.

man. D. WHITE, OF WEB! OSSIPEE mew WEIR-E, ASSIGII'OB ".I.O BI'OWIOBILI comm, OI ROCHESTER, NEW HAMPSHIRE, A CORPORATION 01 NEW ELEP- rescuer-3am nacnamsn.

Application fled September 8, 1924. Serial No. 788,672.

This invention relates to a novel and imroved traction belt or chain for land veicles. The invention will be best understood by reference to the followin description when taken in connection wit h the accompanyin drawings of one specific embodnnent t ereof, while its scope will be more aparticularly pointed out in the append claims.

In the drawings:

Fig. 1 is a side elevation of a traction chain embodying the invention as applied to and connecting two wheels of a and vehicle;

Fig. 2 is a plan on an enlarged scale of a portion of the chain as viewed from the side which is presented to the wheel or wheels;

Ii .3 is a plan similar to Fi 2 but showing t at side of the chain whic is presented to the ground;

Fig. 4 is a sectional view on line 4-4 of Fig. 2;

Fi 5 is a sectional view on line 5-5 of 1g.- 2;

Fig. 6 is a sectional view on line 66 of Fig. 2; and.

Fig. 7 is an end elevation of one of the traction belt sections.

Referring to the drawings and to the embodiment of the invention which is selected for exemplification, the belt comprises a series of tread-pieces or cleats 8 (see Figs. 2 and 3) for engagement with the snow, ice or earth along which the vehicle is to travel. These tread-pieces have suitable means to prevent slippage on the ground and herein are conveniently made of pressed sheet metal having along one edge two depending flanges 9 se arated from each other by a space 10, whil e along the opposite ed is a flange 11 the princi al portion of w ich is dis across sai space (see Fig. 7), that is to say, the flanges are arranged in what may be termed a staggered formation to or t prevent t e cakin or accumulation of snow or earth which might otherwise occur. These flan moreover, constitute reinforcing ribs w ich impart great strength to the tread-piece and in this connection it should be noted that the flange 11 (see Fig. 6 although narrowed towards its ends, nevertheless extends throughout the length of the tread-piece and con uently great y st'fl'ens the same. As view from one end, the

on opposite edges diverge somewhat tire 14 (see Fig. 1), the shape of the bar being such that its upwardly inclined terminal rtions embrace the sides of the tire. T is bar in the present embodiment is appropriatel ribbed to give it maximum stren h wit minimum wei ht and herein is a c annel bar provided. with two ribs or flanges 15 which are separated by a channel or roove 16.

is bar is conveniently secured to the treadiece as by plu 17 (see Fig. 4) forms on its cent portion extending through perforations 18 provided in the treadiece, said lugs being clinched over honest the tre -piece to revent disengageinent therefrom. In this we the bar is securely attached to the tread-piece. The tread-piece and its yoke are further s hened by providing the latter with a raised rib 19 extendin en hwise of the bar and having a consi crab e portion received in and snugly fitting the groove 16, said rib to this end having a depressed portion 20 (see Fig. 6) corresponding in curvature to the central portion of the bar.

The rlb 19 extends a considerable distance along the treadiece and therefore greatly strengthens the latter; it is also extended generally rpendicular to the tread-piece to present races 21, the terminal portions of WhlOh are received in the vs 16 of the channel bar 12 and are suitably secured to the latter as by rivets 22. These braces are conveniently formed as inte 1 parts of the tread-pieces themselves as y punching the blanks to form ton es which are then struck u as shown in Fig. 6. Thus it is evident t at the entire structure of the treadpiece and its yoke possesses great strength cou led with comparatively light weight.

he tread-pieces are connected to one another b a chain now to be de'scribed, reference being had to Figs. 4 and 5. This chain actually comprises two chains, one at each set of ends of the tread-pieces (see Figs. 2 and 3). Referring again to Figs. 4 and 5, each chain comprises a plurality of links 23 secured to the tread-pieces respectively and connected to each other by intermediate links 24. The construction of this chain and its mode of attachment to the treadpieces is such that any link or tread-piece when greatly worn or injured in any way can be replaced with the greatest case. To this end each ofthe links 23 is provided with terminal hooks 25, which receive the links 24, as best shown in Fig. 5, and these hooks are normally closed to prevent the escape of the links 24 by the provision of bolts 26, which not only perform this function but also serve to secure the links 23 to the tread-pieces, and furthermore these bolts greatly strengthen the books 25. Herein the bolts are ordinary round-headed carriage bolts havin square shanks 29 received in correspon ingly sha ed perforations in the link 23 and tread-piece 8 to prevent the bolt from turning therein, thus avoiding the necessity of using a wrench at this point. The opposite end of the bolt is provided with a nut 27, while about the intermediate portion is a spacer, herein a collar 28. When the nut is screwed down, the spacer predetermines the dposition of the hook, thus preventing its si es from being squeezed together too far. 7

The connection between the links 23 and 24 is such that the chain possesses the utmost flexibility in all directions since the tread-pieces can move endwise with relation to one another as well as crosswise. This eat flexibility conserves power and for t is reasona greater amount of power is made effective at the ground. Moreover, more positive traction is afforded. Furthermore, the large open spaces between the treadieces curiously enough possess a remarka le advantage as compared with a continuous surface, namely, the vehicle does not sink into soft snow as far as is the case with one equipped with a belt havin a continuous uninterrupted surface. W atever may be the reason for this, vet it is a fact that comparative tests show this to be the case.

In some cases the traction belt may be used in the same manner as an ordinary traction chain wrapped entirely around the periphery of a whee as a more eilicient substitute for some of the more commonly employed non-skid chains. In the example shown in Fig. 1, however, the traction belt is shown connectin two wheels of a vehicle which artakes 0 some of the characteristics o a tractor in that a very considerable length of the belt is presented to the road surface, and it is this latter kind of installation where the chain finds its greatest field of usefulness.

Having thus described one embodiment of the invention, but without limiting myself thereto, what 1' claim and desire by Letters Patent to secure is:

1. In a traction belt structure, the combination. of a belt, a series of tread-pieces carried by said belt, and a series of yokes carried by said belt and adapted to embrace a wheel, each yoke comprising a ribbed wheel-engaging bar, the ribs being presented outwardly.

2. In a traction belt structure the combination of a belt, a series of tread-pieces carried by said belt, and a series of okes carried by saidbelt and adapted to embrace a wheel, each yoke comprising a ribbed bar and the associated tread-piece presenting a brace tberefon 3. In a traction belt structure, the combinationof a belt, a series of tread-pieces carried by said belt, and a series of 'okes carried by said belt and adapted to em race a wheel, each yoke comprising a channel bar, having ribs presented outwardly, and said bar together with said tread-piece presenting a truss;

4. In a traction belt structure, the combination of a belt, a series of tread-pieces carried by said belt, and a series of okes carried by said belt and adapted to em race a wheel, each yoke comprising a bar secured to its associated treadiece adjacent their central portions and ad acent their ends.

5. In a traction belt structure, the combination of a belt, a series of tread-pieces carried by said belt, and a series of okes carried by said belt and adapted to em race a wheel, each yoke comprising a channel bar having its central portion provided with lugs extending through and securing the means to the central portion of the associated tread-piece.

6. In a traction belt structure, the combination of a belt, a series of tread-pieces carried by said belt, and a series of vokes carried by said belt and adapted to embrace a wheel, each yoke comprisin a bar having a depression received in a die ression presented by the associated tre -piece.

7. In a traction belt structure, the combination of a belt, a series of tread-pieces carried by said belt, and a series of okes carried by said belt and adapted to em race a wheel, each yoke com rising a channel bar havin a depression an the associated treadpiece aving a depression, the depression of one being receive in the depression of the other, and a portion of the associated treadiece being received in the channel of said 8 In a traction. belt, the combination of a series of tread-pieces, each having along one edge a plurality of ground-engaging, transyerse flanges separated by a space, and along 1ts opposite edge a ground-engaging, trans verse flange in registration with said space, and a flexible connection between said treadpieces.

9. In a traction belt, the combination of a series of tread-pieces, each having along one edge a plurality of ground-engaging, transverse flanges separated by a space, and along its opposite edge a ground-engaging, transverse flange in registration with said space, and a flexible connection between said treadpieces, the last-mentioned flange having a maximum depth along its central portion air 1d tapering toward the ends of said treadpiece.

10. In a traction belt, the combination of a series of tread-pieces, each having along one edge a plurality of ground-engaging,

transverse flanges separated by a space, and along its opposite edge a ground-engaging, transverse flange in registration with said space, and a flexible connection between said tread-pieces, the last-mentioned flange havtion in registration with said space and aving a minimumdepth along its terminal portions in registration with the first-mentioned flanges, the first-mentioned flanges having a substantially uniform depth throughout the greater portion of their length.

In testimony whereof, I name to this specification.

YIRGIL D. WHITE.

have signed my ing a maximum depth along its central or-.

verse flange in registration with said space, and a flexible connection between said treadpieces.

9. In a traction belt, the combination of a series of tread-pieces, each having along one edge a plurality of ground-engaging, transverse flanges separated by a space, and along its opposite edge a ground-engaging, transverse flange in registration with said space, and a flexible connection between said treadpieces, the last-mentioned flange having a maximum depth along its central portion ahd tapering toward the ends of said treadpiece.

10. In a traction belt, the combination of a series of treadieces, each having along one edge a plura ity of ground-engaging,

Certificate transverse flanges separated by a space, and along its opposite edge a ground-engaging, transverse flange in registration with said space, and a flexible connection between said tread-pieces, the last-mentioned flange having a maximum depth along its central ortion in registration with said space and aving a minimum depth along its terminal portions in registration with the first-mentioned flanges, the first-mentioned flanges having a substantially uniform depth throughout the greater portion of their length.

In testimony whereof, I have signed my name to this specification.

YIRGIL D. WHITE.

of Correction.

It is hereby certified that in Letters Patent No. 1,587,262, granted June 1, 1926, upon the application of Virgil D. White, of Vest Ossipee, New Hampshire, for an improvement in Traction-Belt Mechanisms, an error appears in the printed specification requiring correction as follows: Page 2, line 104, claim 5, for the word means read same, and that the said Letters Patent should be read with this correction therein that the same may conform to the record of the case in the Patent Signed and sealed this 20th day of July, A. D. 1926.

[sun] M. J. MOORE Acting Uommissioner of Patents.

Certificate of Correction.

It is hereby certified that in Letters Patent No. 1,587,262, granted June 1, 1926, upon the application of Vir i1 D. White, of West Ossipee, New Hampshire, for an improvement in Tractionelt Mechanisms," an error appears in the printed specification requiring correction as follows: Page 2, line 104, claim 5, for the word means read same, and that the said Letters Patent should be read with this correction therein that the same may conform to the record of the case in the Patent Oflioe.

Signed and sealed this 20th day of July, A. D. 1926.

[sun] M. J. MOQRE Acting Commissioner of Patents. 

